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Gobmeier is a manager-engineer with experience and knows the generalities, but that's not enough. Corse needs a real technical head. If Gobmeier could do that, why send a proposal to Dall'Igna? Since Preziosi left there's a vacuum at Corse.
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J4rn0
I think there's something deeper going on here, an engineer doesn't always need experience to solve problems, they need data and they should have more than enough by now. Look at what Aprilla has been able to do in such a short span of time, look at Suzuki. I think there might be something else they need to change, but they're reluctant just like they were with the chassis. I still think it's the engine.
I think there's something deeper going on here, an engineer doesn't always need experience to solve problems, they need data and they should have more than enough by now. Look at what Aprilla has been able to do in such a short span of time, look at Suzuki. I think there might be something else they need to change, but they're reluctant just like they were with the chassis. I still think it's the engine.
From what I have read, Preziosi's approach was slow and steady and that was what the riders (Rossi, Stoner and Dovizioso) have complained baout.
Too long in testing to make changes that made competitive differences.
I can understand both approaches. One wants to get it right, the other wants results and is happy to live with the odd failure to achieve that. I don't know that there's a 'right' way.
Too long in testing to make changes that made competitive differences.
I can understand both approaches. One wants to get it right, the other wants results and is happy to live with the odd failure to achieve that. I don't know that there's a 'right' way.
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I don't say Preziosi was perfect, but he was the head of Corse and the designers followed his leads with enthusiasm. Since he left, that role is vacant and the heads of the design departments are living day by day doing just small updates. A full reorganization is now the only way forward, hope they'll find the right head and then do it right.
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I think u need a bit more scrutiny in comparing GP projects between Aprillia/Suzuki to Ducati. First of all, Suzuki is not competing in MotoGP! So whatever progress u cite is of zero value other than to your imagination. Second, Aprillia, despite being a defacto factory entry, does NOT have to deal with the severely adverse limitations imposed by the two-class rolling rulebook, namely engines & fuel, now add to this a special CRT tire dispensation. Rules...they matter.
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Dr No
Yes they do ........ if you can translate them to a more macroscopic scale ....... with the pistons now being the piezo arms ( with a somewhat larger mass and displacement of movement :lol: ) and the solid engine casing being the MEMS device casing ( on a somewhat larger scale ) and the force against the stabilty of those vibrating arms being converted, from a physical force, to an electrical force ( in the MEMS device ) to a force that fights turning of the bike ..... then take the difference of feel of a "laydown" engine as opposed to a "vertical" engine, and the empirical evidence of riders descriptions of the difference ........ its stabler once in a slide ....... it does not yaw as easily ( a good thing ) but can be side slipped just as well, so if you can easily move the rear wheel out ( done by fighting for traction at the front but letting the back be loose ) then with judicious application of power to maintain that rear end looseness, the bike may be turned,
Its VS ..... g's not entirely like a constantly spinning gyroscope.
They need to produce an engine with minimal VSG ( eg. go back to screamer ) and place that vsg around an opportune position for the turning of the bike eg a good start is around the centroid of the bike, not sitting somewhere between the centoid and the front wheel contact patch ....... cos the front end with undergo a resonating want to lose traction because the vsg's make it want to go straight ahead at the time the force from the vsg peaks ....... or as Rossi put it in frustration with the Duc. .......... "itsa the $#@^#a vibrationsa".
L8Braker
Well at least he is making an effort
Yes they do ........ if you can translate them to a more macroscopic scale ....... with the pistons now being the piezo arms ( with a somewhat larger mass and displacement of movement :lol: ) and the solid engine casing being the MEMS device casing ( on a somewhat larger scale ) and the force against the stabilty of those vibrating arms being converted, from a physical force, to an electrical force ( in the MEMS device ) to a force that fights turning of the bike ..... then take the difference of feel of a "laydown" engine as opposed to a "vertical" engine, and the empirical evidence of riders descriptions of the difference ........ its stabler once in a slide ....... it does not yaw as easily ( a good thing ) but can be side slipped just as well, so if you can easily move the rear wheel out ( done by fighting for traction at the front but letting the back be loose ) then with judicious application of power to maintain that rear end looseness, the bike may be turned,
Its VS ..... g's not entirely like a constantly spinning gyroscope.
They need to produce an engine with minimal VSG ( eg. go back to screamer ) and place that vsg around an opportune position for the turning of the bike eg a good start is around the centroid of the bike, not sitting somewhere between the centoid and the front wheel contact patch ....... cos the front end with undergo a resonating want to lose traction because the vsg's make it want to go straight ahead at the time the force from the vsg peaks ....... or as Rossi put it in frustration with the Duc. .......... "itsa the $#@^#a vibrationsa".
L8Braker
Well at least he is making an effort
Geonerd
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.
<span style="font-size:18px;<span style="font-family:'trebuchet ms', helvetica, sans-serif;Surely you're joking, Mr Feynman!
(OK, I'll bite.)
Please explain how having a screamer crankshaft configuration reduces these insidious, more-diabolical-than-Alberto!, VSG/ linear gyro / Coriolis forces that so plague the Ducati.
Dr No
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BarryMachine
At handing you enough rope...
In the words of the 20th century philosopher William Drayton jr: Ignorance is at an all time high.
3623021380677064
Yes they do ........ if you can translate them to a more macroscopic scale ....... with the pistons now being the piezo arms ( with a somewhat larger mass and displacement of movement :lol: ) and the solid engine casing being the MEMS device casing ( on a somewhat larger scale ) and the force against the stabilty of those vibrating arms being converted, from a physical force, to an electrical force ( in the MEMS device ) to a force that fights turning of the bike ..... then take the difference of feel of a "laydown" engine as opposed to a "vertical" engine, and the empirical evidence of riders descriptions of the difference ........ its stabler once in a slide ....... it does not yaw as easily ( a good thing ) but can be side slipped just as well, so if you can easily move the rear wheel out ( done by fighting for traction at the front but letting the back be loose ) then with judicious application of power to maintain that rear end looseness, the bike may be turned,
Its VS ..... g's not entirely like a constantly spinning gyroscope.
They need to produce an engine with minimal VSG ( eg. go back to screamer ) and place that vsg around an opportune position for the turning of the bike eg a good start is around the centroid of the bike, not sitting somewhere between the centoid and the front wheel contact patch ....... cos the front end with undergo a resonating want to lose traction because the vsg's make it want to go straight ahead at the time the force from the vsg peaks ....... or as Rossi put it in frustration with the Duc. .......... "itsa the $#@^#a vibrationsa".
Well at least he is making an effort
At handing you enough rope...
In the words of the 20th century philosopher William Drayton jr: Ignorance is at an all time high.
Dr No
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Geonerd
Isn't it obvious? By the judicious tuning of pitch of the engine noise, the resultant vibrations can be utilised as anti-nodes to the VSGs. This is why Carcano had the riders of his Guzzi high-VSG horizontal cylinder GP bikes carry a tenor clarinet with them. Depending on the rpm at corner entry they'd tootle a well chosen ditty to create those anti-nodes. Greatly increasing the tip-in rate. The problem with this system is that the windspeed would dry out the reeds, leading to unpredictable handling. (and people say it was due to the aero instability of the dustbin fairings...clueless)
Isn't it obvious? By the judicious tuning of pitch of the engine noise, the resultant vibrations can be utilised as anti-nodes to the VSGs. This is why Carcano had the riders of his Guzzi high-VSG horizontal cylinder GP bikes carry a tenor clarinet with them. Depending on the rpm at corner entry they'd tootle a well chosen ditty to create those anti-nodes. Greatly increasing the tip-in rate. The problem with this system is that the windspeed would dry out the reeds, leading to unpredictable handling. (and people say it was due to the aero instability of the dustbin fairings...clueless)
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Dr No
Give it a go at explaining why you think its not a problem, not just kick and scream that you don't get it.
Your quote is dead right
Give it a go at explaining why you think its not a problem, not just kick and scream that you don't get it.
Your quote is dead right
barbedwirebiker
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I've followed this vsg thing for years, and to a layman such as myself it does seem plausible.
One thing that doesn't make sense, is the cancelling of the force with the returning piston.
One thing that doesn't make sense, is the cancelling of the force with the returning piston.
